Truck type articulated crane



March 25, 1952 E. B. NICKLES 9 TRUCK TYPE ARTICULATED CRANE Filed Jan. 19, 1946 7 Sheets-Sheet l INVENTOR.

- [Oh/APO a. Mar/5- March 25, 1952 E. B. NICKLES TRUCK TYPE ARTICULATED CRANE Filed Jan. 19, 1946 7 Sheets-Sheet '2 INVENTOR. m/4w A. Mom;

March 25, 1952 E B. NICKLES TRUCK TYPE ARTICULATED CRANE 7 Sheets-Sheet 3 Filed Jan. 19, 1946 x a I; INVENTOR.

March 25, 1952 E. B. NICKLES 2,590,787

TRUCK TYPE ARTICULATED CRANE Filed Jan. 19, 1946 5 7 Sheets-Sheet 4 27 flaw March 25, 1952 E. B. NICKLES 2,590,787

TRUCK TYPE ARTICULATED. CRANE Filed Jan. 19, 1946 7 Sh'ets-She'et 5 6 Aw T n 4; A

March 25, 1952 E. B. NICKLES 2,590,787

TRUCK TYPE ARTICULATED CRANE Filed Jan, 19, 1946 7 Sheets-Sheet 6 March 25, 1952 E. B. NICKLES TRUCK TYPE ARTICULATED CRANE 7 Sheets-Sheet 7 Filed. Jan. 19, 1946 I mnzm hum:

wnzm PIOZu Patented Mar. 25, 1952 TRUCK TYPE ARTICULATED CRANE Edward B. Nickles, Manitowoc, Wis., assignor to Manitowoc Shipbuilding Company, Manitowoc,

Wis.

Application January 19, 1946, Serial No. 642,167

Claims. 1

This invention relates to cranes and is particularly directed to a mobile articulated crane of the truck type.

Cranes have heretofore been mounted on truck frames but they have certain defects. For example, the truck frames are usually relatively narrow and long which limits their maneuverability and also limits the lifting capacity of the crane without employing blocked Outriggers. It has been found that even where blocked outriggers are employed to increase the stability and consequently the lifting capacity of the crane, that the lifting capacity was necessarily limited by the strength that could be built into the narrow truck frame.

This invention is designed to overcome the above noted defects and objects of this invention are to provide a crane mounted on a truck frame which has means for vastly increasing its lifting ability and its stability without the use of outriggers of any type, which has a relatively short wheel base and consequently has great maneuverability and which is so constructed that it is arranged to be operated by one man and does not have an independent truck cab, but in which the driving as well as the operation of the crane is under the control of a single operator located in the crane cab.

Further objects are to provide a mobile, articulated crane of the truck type which utilizes pneu- I matic tires as distinguished from crawlers, which has approximately the same lifting capacity throughout the entire 360 swing, which is as convenient to operate in any position as it is when lifting over the rear end, and which has a substantially even distribution of weight on all four wheels regardless of the unevenness of the ground.

Further objects are to provide a mobile, articulated crane which is so made that it is steady while traveling and which has the minimum whipping of the boom although the crane may be traveling over very uneven ground.

Further objects are to provide a mobile, articulated crane in which, while it is traveling, provision is made for the independent adjustment of the wheels and side frame bars and front and rear axles to the uneven portions of the ground, and which when the crane is not traveling is so constructed that the eifective base area can be instantly extended so that the base area which is effective against tipping can be greatly increased without the use of outriggers and by a simple locking mechanism which looks related portions of the truck structure against relative motion and which is controlled from the crane cab so that when the crane stops traveling and starts working at one fixed point, the base area effective against tipping can be extended to a greater degree without the use of Outriggers or any auxiliary apparatus whatsoever.

An embodiment of the invention is shown in the accompanying drawings, in which:

Figure 1 is a side elevation partly broken away of the crane.

Figure 2 is a sectional view approximately on the line 22 of Figure 3 with parts broken away.

Figure 3 is a plan view with the upper structure of the crane seittioned off and with parts broken away.

Figure 4 is an enlarged, sectional view on the line 4-4 of Figure 3.

Figure 5 is an enlarged, sectional view on th line 5-5 of Figure 3.

Figure 6 is a sectional view on the line 6-6 of Figure 5.

Figure '7 is a sectional view with parts broken away approximately on the line 11 of Figure 3.

Figure 8 is a sectional view approximately on the line 88 of Figure 7.

Figure 9 is a sectional view approximately on the line 9--9 of Figure 7 with parts broken away.

Figure 10 is a sectional detail with parts broken away showing the swivel joint construction for transmitting fluid from the crane body to the mechanism carried by the undercarriage.

Figure 11 is a diagrammatic plan view of the crane illustrating the base area efiective against tipping.

Figure 12 is a diagrammatic view from the right-hand side when the right-hand forward wheel encounters an elevated portion in the roadway.

Figure 13 is a diagrammatic view showing the relative shifting of the boom under the conditions illustrated in Figure 12.

Referring to the drawings, particularly Figure 1, it will be seen that the crane comprises a truck frame indicated generally by the reference character l provided with front and rear wheels 2 and 3, respectively. These wheels are provided with pneumatic tires as indicated. A main crane body or rotating body 4 is pivotally mounted on the truck frame I' and is adapted to rotate about a vertical axis. The crane body indicated generally at 4 has a boom 5 pivoted thereto and provided with an outer sheave 6. Any suitable type of hoisting arrangement may be provided for I hoisting the load I, and any desired type of load handling means can be employed, a hook having been shown for simplicity of illustration; For: I

example, a hoist line of cable 8 has been indicated and is operated from a hoisting drum 9. A boom hoist drum I is also provided and is adapted to wind up or let out the boom hoist cable I I to elevate or lower the boom. All of the controls as well as the engine or motor I2, see Figure 2, are

mounted within the main cab of the crane body 4 and are under the control of a single operator. The operator controls the hoisting and lowering of the load and the raising and swinging of the boom and the forward or rearward traveling of the crane and the locking means hereinafter described from the interior of the cab.

Referring to Figure 2, the engine I2 is provided with an engine shaft I3 which has a sprocket wheel I4 connected by means of a chain I5 with a sprocket wheel I6 on a drive shaft IT. The drive shaft I! is provided with a pinion I8 which meshes with a large gear I9. The large gear continuously drives the shaft and also continuously drives the small pinion 2|. The

shaft 20 is adapted to be operatively coupled to the hoist drum 9 and the boom hoist drum ID, see Figure 1, in any suitable manner as, for example, that disclosed in the patent to Nickles et al., No. 2,254,083 of August 26, 1941, for Remotely Controlled Crane or the Like. The gear 2| is mounted on the shaft 22 and continuously drives such shaft. The shaft 22, indicated in Figures 2, '7, and 9, loosely carries a pair of bevel gears 24, either one of which is adapted to be connected operatively to the shaft 22 or to be held against motion by 'clutch 'and brake means respectively, indicated generally by the reference character 25 in Figure 9. The bevel gears 24 mesh with the bevel gear 26, see Figures 7 and 9, which drives a pinion 21. The pinion 2! is in mesh with a pinion 28 which is rigidly mounted on a vertical hollow shaft 29, see Figure 7, which passes through the king pin 30, which extends upwardly from the lower or truck frame indicated generally at I, and about which the crane body 4 is arranged to rotate. The hollow shaft 29 is provided with a worm 3i at its lower portion which meshes with the worm wheel 32. The worm wheel 32 drives the sprocket drive shafts 34 through a differential 33, see Figure 8. The shafts 34 are provided with sprocket wheels 35 at their outer ends. The sprocket wheels 35 are connected by means of chains 36 with sprocket wheels 31 rigid with the rear wheels 3. The rear wheels 3 are independently revolubly mounted. Either the sprocket wheel drive shafts 34 or the rear wheels 3 may be provided with brake means. For instance, brake means has been indicated generally by the reference character 38 in Figure 8 for the sprocket drive shafts 34. The brake means is controlled from within the cab or rotatable body 4 in any suitable manner not shown.

It is to be understood that suitable clutches and brake means or locking means are provided for the main hoist drum ii and for the boom hoist drum I0 in accordance with the usual practice, for example, as shown in the above noted patent. These clutches and brake means are controlled from within the cab of the rotating crane body 4. A main ring gear see Figure 2, is rigidly carried by the truck frame indicated generally at I and is engaged by means of a pinion 4E! driven from the engine I2 in any suitable manner, and provided with clutch and lock means in accordance with the usual practice. Suitable supporting rollers M are provided which travel on a roller path carried by the truck frame I.

Steering, is accomplished through the front wheels 2 which are independently pivotally mounted on the pivot pins or knuckle pins 42, see Figure 3, suitable linkage mechanism connecting the wheels in the usual manner. One of the front wheel assemblies carries a segmental sprocket wheel 43 which is connected by means of a chain id with a small sprocket wheel 45 driven by means of a suitable motor and reduction gear assembly, such for example, as a combined air motor and reduction gear assembly indicated generally by the reference character 48 in Figure 3. This motor may be, as stated, of any suitable type but is preferably an air motor which is adapted to run in opposite directions depending on the direction of compressed air flow therethrough.

In order to supply the air motor or steering motor 45 with compressed air and control its operation, an upper swivel joint assembly indicated by the reference character 41 is provided, see particularly Figure 10. This swivel joint assembly is provided with a casing 48, which has a plurality of ports 49 which communicate with annular channels 50 between the casing 48 and a shaft 5i provided with a plurality of apertures registering with the annular channels 50 irrespective of the relative rotary position of the casing 48 and the central member or shaft 5|. The annular channels 56 may be formed in any manner, as by means of a plurality of sealing gaskets 52 held against base rings 53 and held in spaced relation by apertured cylindrical members 54. The base rings 53 may be held against motion by means of split spring rings 55 seated within annular grooves formed internally of the casing 48. Any other suitable means could be provided for maintaining communication between the ports 353 and the passages 56.

The shaft 5| is continued downwardly by means of a shell-like member or sleeve 51 which extends to a lower distribution head 58 provided with a plurality of ports 59. The ports 59 communicate with the ports 5?; by means of a series of tubes Gil carried within the sleeve 51. The ports as are connected by pipes, not shown, with the air motor 46 and with pneumatic or hydraulic locking means indicated generally by the reference character BI in Figures 2, 3, 5, and 6.

Attention is now directed to the articulated truck body indicated generally by the reference character I. This truck body is composed of a front axle 52, a rear axle 63, a right side frame bar 84, a left side frame bar 55, and a floating, main central body 66, see Figure 3. The floating, main central body 63, as may be seen from Figure 8, may be a cellular or webbed body. It is provided with a pair of outer bearing members 6'1 on which the right and left side bars 64 and 65, respectively, are pivotally mounted so that they may pivot about the transverse horizontal axis of the sprocket wheel shafts 34. The front and rear axles are pivotally joined by means of pivot pins and 69 respectively, with the front and rear ends of the central floating body 66, see Figures 2 3. As may be seen from Figure 2, the transverse axis about which the side bars 64 and (i5 pivot and the longitudinal axis about which the front and rear axles pivot all lie in the same horizontal plane when the wheels rest on a horizontal surface.

The front and rear axles are joined to the front and rear ends of the right and left side bars by means of ball joint assemblies indicated generally by the reference characters "ID for the front axle and if for therear axle. For example,

as these ball joints are alike, a description of one of the ball joints for the rear axle will suifice. This is shown in detail in Figure 4. It will be seen that the rear end of the side frame bar 65 has a spherically'recessed portion opposite a spherically recessed portion in the rear axle 63 which receives a hardened, steel ball 12. The

side framebar is held down by a saddle-like member I3 which has a spherically recessed portion opposite a similar spherically recessed portion on the upper side of the side frame bar 65 which receives a hardened steel ball 14. The ball I4 may be of smaller size than the ball 12 as it does not carry any weight and as it merely serves to hold the side frame bar from disengagement with the ball 12. The saddle-like member 13 is tied to the rear axle 63 by means of tie rods or bolts 15. These bolts are provided with washers 16 at their upper and lower ends which have spherical surfaces contactin adjacent spherically recessed portions of the saddle-like member 13 and the rear axle 63. All of the ball joints between the side frame bars and the front and rear axles are formed in exactly the same manner.

From the description thus far given it is apparent that when the crane travels over uneven ground that the wheels will be raised and lowered in conformity with the contour of the uneven ground and that the articulated chassis frame and central main floating body will adjust themselves to these motions of the wheels, there being sufiicient play in the pivots for the floating central body. The chassis frame is composed of thefront and rear axles B2 and 63 and the right and left side bars 64 and 65.

It is desirable when the crane is not traveling but is working at a fixed position, to rigidly lock the several parts constituting the chassis and main central floating body in such a manner that they cannot have relative motion with respect to each other but, instead, become in effect a rigid unitary structure. This is readily accomplished by the automatic locking means indicated generally at 6 I. From Figure 3 it will be apparent that this means consists of two separate elements which are arranged to simultaneously operate as will be described hereinafter. Each of the elements consists of a sector-shaped cam member 11 rigidly carried by a rock shaft 18 and arranged to coact with a pressure block 19. Two pressure blocks 19 are provided, one for each of the side .frame bars 64 and 65. These pressure blocks are rigidly mounted on the side frame bars and coact with the corresponding sector-shaped member 11 to lock the central main floating frame 66 rigidly to the side frame bars and prevent relative motion between these members. This, in turn, prevents relative motion between the front and rear axles 62 and 63 and the right and left side frame bars 64 and 65. The purpose of this will appear as the description proceeds.

' Each of the rock shafts 18 is provided with a crank arm 80 rigid with such shaft and connected at a selected point by means of a link 8| with the rod 82. The rod 82 is spring pressed rearwardly by means of the spring 83 so as to tend to pull the cam members 11 into binding engagement with the pressure blocks 19. looking or coaction is prevented whenever air or other fluid under pressure is admitted to the motor cylinder 84 which is arranged to force the piston rod 85 forwardly against the action of the spring 83 and thus force the rod 82, which forms "a continuation of the piston rod, forwardly and -.rock the segmental cam members 11 in a counj'terclockwise direction out of engagement with the pressure blocks 19 and thus allow free articulation or relative motion between the front and rear axles, the side frame bars and the central floating member. 4

"All of the controls for governing the several ,parts of the crane and for governing the action iof the locking sector-shaped members 11, as well as for governing the steering of the crane when ,{it is traveling, are mounted within the cab'of crane.

the crane body portion 4, see Figure 1. One of .such controls is indicated by the reference character 86 in Figure 1. They may be of any suitable type well known in the art and they may control either air, or oil, or other fluid under pressure for operating the steering and the locking members, or may through mechanical means control the several parts of the crane in accordance 20:

. I the other hand, if the boom was in a similar posi- This tion on the left-hand side, the crane would tend totip about the line FC. Obviously if the boom was pointed directly forwardly, the crane would tend to tip about the line BC. Thus the triangle BFC determines the base area or area effective against tipping when the boom is in the positions hereinabove described. If on the other hand, the boom was in the position NG it is clear that the crane would tend to tip about the line AE.

If the boom Was in a similar position on the lefthand side, the crane would tend to tip about'the line DE. Obviously, if the boom pointed directly rearwardly, the crane would tend to tip about the line AD. Thus the triangle ADE determines .the base area effective against tipping when the boom is in the positions hereinabove described.

Thus the two overlapping triangles PCB and ADE define the base area efi'ective against tipping when the crane is in its unlocked or freely articulated condition. On the other hand, if the crane is in its locked or rigid condition it is obvious that if the boom projected to the rightside that the tipping line would be the line AB. Similarly if the boom projected to the left side, the tipping .line would bethe line DC. Similarly, if the boom were to the front or rear of the crane body the tipping lines would be the lines BC and AD, re-

spectively. Thus the rectangle ABCD determines the base area or area effective against tipping when the crane is in its locked condition. This "rectangle, it will be noted, encloses the two overlapping triangles.

It is clear, therefore, that this invention provides an articulated, mobile crane which, when'in its unlocked position, may freely travel over uneven ground and will adjust itself to the unevenness of the ground and still distribute its weight on all of the wheels.

It is aslo clear that when the crane is at a fixed p int where it will remain during the time it is doing its work, that the parts may be locked against relative motion and thus instead of being an articulated chassis and central, floating body structure, such elements now. become a rigid substantially unitary assembly. In this way, the base area which is effective against tipping is'extended-and a marked increase in stability and a marked increase in the amount of load the crane can lift is obtained without the use of blocked outriggers or any other auxiliary part. This extension of the base area effective against tipping which is secured by changing from an articulated condition to a locked condition, is instantly secured by mean of controls located in the cab of the crane body. Similarly, the change back to an articulated condition is also instantly secured by means of the controls within the cab of the crane body.

It is to be noted, that if the crane is resting on uneven ground when the locking occurs, that as the locking means are independent of each other though simultaneously operated, each will look its associated parts in the particular position they occupy due to the unevenness of the ground.

It will be seen, therefore, that this invention provides a mobile, articulated crane which will adjust itself to irregularities in the road when traveling and which also can be instantly changed from controls within the cab so as to greatly extend the effective base area whenever the crane is standing still without requiring the operator to leave the cab and without the use of blocked Outriggers.

This invention also provides another highly advantageous feature, as it provides against excessive whipping of the boom when the crane is traveling and when in an articulated or unlocked condition. Though it is desirable to minimize whipping of the boom even when the boom is unloaded, it is particularly important to reduce whipping of the boom when the boom is loaded.

Assume now that one of the wheels, for instance the right front wheel, passes over an elevated portion of the road and rises from the point B to the point B, see Figure 12, Figure 12 being a side elevation of the line BA. The front right wheel thus rises a distance equal to the line BB. The point G on the line BA rises a much lesser amount, namely, from the point, G to the point G, see Figure 12. Now consider the line GH, see Figure 11 and Figure 13. Since the point G has risen to the position G, the line GH will move to the position GH and consequently the point K, or center point about which the body of the crane rotates, will move to the point K which is a, much lesser distance than the distance between the points G and G. Thus there is a marked reduction between the distance traveled upwardly by the right, front wheel and the distance through which the center point of rotation of the crane body travels. This consequently produces a very small motion or angular shift-ing of the boom and thus clearly reduces whipping of the boom. Lines have been drawn normal to the lines GH and GH and are indicated by the reference characters P and Q, see Figure 13. The angle between the lines P and Q which corresponds to the angle through which the boom would move when the front, right wheel moves over uneven ground hereinbefore described is very small and it is, therefore, clear that whether the boom is loaded or unloaded a very small whipping action occurs and thus the stresses imposed on the crane due to irregularities in the roadway are markedly reduced.

It will be seen that a novel form of mobile, articulated crane of the truck type has been provided by this invention which is so constructed t at. it clearly reduces whipping of the boom when the,,crane is, its unlocked or articulated con-1 dition even when the crane is traveling over uneven ground.

It will be seen further that a novel form of crane has been provided which is so constructed that the base area effective against tipping can be instantly extended by locking the parts against relative motion as hereinbefore stated and without requiring the use of blocked Outriggers or other similar elements.

Although this invention has been described in considerable detail, it is to be understood that such description is intended as illustrative rather than limiting, as the invention may be variously embodied and is to be interpreted as claimed.

I claim:

1. A truck type articulated crane comprising a chassis structure including front and rear axles and side bars, the ends of said side bars having jointed connection with said front and rear axles, wheels supporting said front and rear axles, a central floating body pivoted on opposite sides to said side bars and pivoted at its front and rear to said front and rear axles respectively, a crane body pivoted about a vertical axis to said central floating body and revoluble through a complete circle about said vertical axis, said crane including a boom and hoist means, and a plurality of power driven means for independently temporarily locking said chassis structure and said central floating body together so that they act as a rigid unitary structure.

2. A truck type articulated crane comprising a chassis structure including front and rear axles and side bars, the ends of said side bars having jointed connection with said front and rear axles, wheels supporting said front and rear axles, a central floating body pivoted on opposite sides to said side bars and pivoted at its front and rear to said front and rear axles respectively, a crane body pivoted about a vertical axis to said central floating body and revoluble through a complete circle about said vertical axis, said crane including a boom and hoist means, locking means biased towards locking position for temporarily locking said chassis structure and said central floating body together so that they act as a rigid unitary structure, and restraining means normally preventing said locking means from moving to looking position and releasing said locking means to allow said locking means to move to locking position.

3. A truck type articulated crane comprising a chassis structure including front and rear axles and side bars, the ends of said side bars having jointed connection with said front and rear' axles, wheels supporting said front and rear axles, a central floating body pivoted on opposite sides to said side bars and pivoted at its front and rear to said front and rear axles respectively, a crane body pivoted about a vertical axis to said central floating body and revoluble through a complete circle about said vertical axis, said crane including a boom and hoist means, locking means biased towards locking position for temporarily locking said chassis structure and said central floating body together so that they act as a rigid unitary structure, restraining means normally preventing said locking means from moving to locking position and releasing said locking means to allow said locking means to move to locking position, and control means located within said crane body for controlling said restraining means.

4. A truck type articulated crane comprising a chassis structure including front and rear axles an s e bars e end o sa id s having jointed connection with said front and rear axles, wheels supporting said front and rear axles, a central floating body pivoted on opposite sides to said side bars and pivoted at its front and rear to said front and rear axles respectively, a crane body pivoted about a vertical axis to said central floating body and revoluble through a complete circle about said vertical axis, said crane including a boom and hoist means, locking means for locking said chassis structure and said central floating body together so that they act as a rigid unitary structure, and control means located within said crane body for controlling said looking means.

5. A truck type articulated crane comprising a chassis structure including front and rear axles and side bars, the ends of said side bars having jointed connection with said front and rear axles, wheels supporting said front and rear axles, a central floating body pivoted on opposite sides to said side bars and pivoted at its front and rear to said front and rear axles respectively, a crane body pivoted about a vertical axis to said central floating body and revoluble through a complete circle about said vertical axis, said crane including a, boom and hoist means, load handling means 10 supported from said boom, the construction normally providing a base area effective against tipping defined approximately by two overlapping triangles, and means for increasing the base area efiective against tipping to approximately 9. rectangle enclosing said overlapping triangles.

EDWARD B. NICKLES.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

